Flying-machine.



CL'B. GRONAN.

FLYING MACHINE.

APPLICATION FILED 11:13.17. 1909.

Pawnted July 26, 1910.

4 SHEETS-SHEET i.

ATTORNEYS C.l B. URNAN.

FLYING MACHINE. APPLIoATloN FILED PEB.17,`1909.

mme@ July 26, 19110.

NSR

WIW/8853 @M JM/,

Wil am c. B. GRUNAN.

FLYING MACHINE.

APPLICATION FILED FEBJ?, 1909.

www@ my 26, 1910,

4; SHEETS-SHEET 3.

Wren/veufs C. B. GRNAN.

FLYING MACHINE.

APPLICATION FILED 1BB.17,1909.

Patented July 26, 1910.

4 SHEETS-SHEET 4.

iv N Arma/.vers

\ i in.

FLYING-MACHINE.

Specification of Letters Patent.

ratenteu .hay ae, 19in.

Application filed February 17, 1909. Serial No. 478,409.

To all 'whom 'it may concern:

Be it known that ll, CLIFFORD BRODERICK CRONAN, a citizen of the United States, and

a resident of Shelburne Falls, in the county ofFranklin and State of Massachusetts, have `invented a new and Improved Flying- Machine, of .which the following is a full, clear, and exact description.

This invention relates to a class of flying machines which are capable of ascending in and being navigated through the air, withlout the employment of gas lighter than air to effect the levitation of the apparatus.

rlhe purpose of my invention is to provide novel details of construction for an air ship, that enable the vertical ascent thereof by contained mechanism, effect its progressive movement laterally in any direction and at any speed within the capacity of said mechanism; further,.that will permit the ship to be raised vertically to any height desired, be held stationary while at .a desired point, and be controlled in its descent so that jar or shock from contact with the earth is neutralized.

rl`he invention consists in the novel construction and combination of parts, as is hereinafter described and defined in the appended claims.

Reference is to be had to the acco1npany' ing drawings forming a part of this specification, in which similar characters of refer ence indicate corresponding parts in all the views.

Figure 1 is a side View ofthe improved air ship, parts being broken away and other details indicated by dotted lines; Fig. 2 is a reversed plan view of the same; Fig. 3 is an enlarged longitudinal partly sectional side view of rudder mechanism, taken subst-antially on the line 3 3 in Fig-"2; Fig. 4 is an enlarged transverse sectional view, sub stantially on the line 4-4 in Fig. 2; Fig. 5 is an. 'enlarged partly sectional plan View of details of the rudder mechanism, seen in the direction of the arrow 5 in Fig. 55; Fig. is an enlarged transverse sectional view ot' the forward portion of the ship, substan tially on the line (i-G in Fig. 1; Fig. 7 is a partly sectional side view, substantially on the line 7-7 in Fig. 2 seen in the direction of the arrows thercat; Fig. 8 is a longitudinal partly sectional view, of the front portion of the machine; Fig. 9 is lan enlarged` longitudinal sectional View of novel details taken substantially on theline 9 9 in Fig.

10; and Fig. `l0 is an enlarged transverse sectional view of parts shown in Fig. 9, taken substantially on the line 10-10 in Figs. l and 9.

In the drawings, 12 indicates the base portion of a main frame for the machine, consisting of the following details: A pair of parallel spaced runners 12a form sills for the frame and 12b cap members that are joined with the runners by a pluralityl of inclined braces, said runners curving upward toward the front end of the frame. 0n the cap members 12b a plurality of spaced transverse frame members 13 are secured that project at each side of the frame an equal distance, as shown at 13a in Fig. 6.

A. suitable number ofposts 14 are erected vertically from each frame member 12b, and

'said vertically-disposed frame members are tend outside of the longitudinal frame members 14a an equal distance, as shown in Fig. 6 at 14, and on the outer ends of the extensions 14c inclined frame members l5 are seated at their lower ends,`and at their upper ends are in pairs oppositely secured upon a longitudinallydisposed ridgebeam 16.

Two wing-like aeroplanes 17 are provided, havinf similar dimensions, these having an equalength with the longitudinal frame members 12b, whereon they are hinged at correspondinr side edges, as indicated at a in Figs. '1 and 6. A suitable motor 18 is supported on a transverse floor b, that is seatedand secured on certain of the transverse frame members 13; preferably said motor is of a type having a rotary piston rod c that extends from each end of the motor cylinder through gear casings d, and at the front end has a bevel gear e secured thereon.

. A plurality of propeller screws 19 are employed, preferably of equal dimensions and having their blades 1 9*L in the form of continuous spirals, of a diameter and pitch between their turns that will adapt them to exert rotate in a proper direction. The pair of lifting screws 19 are each journaled at each end of the central shaft from which the spipowerful lifting force when rapidlyy parallel with the cap memy ral blade radiates, in suitable boxes that are placed centrally on one of the transverse frame members 14 and the ridge beam 16 a proper distance apart, so that said screws will'be respectively positioned a distance beyond a corresponding end of the motor 18. The lower end -of the center shaft of each lifting screw 19 extends ashort distance belowthe rotatable support therefor, and on said ends similar bevel gears g are mounted and secured.

Supported from the frame members 143 are hanger boxes g which carry a driven shaft g2, on the ends of which are secured two bevel gears g3 that are respectively meshed with the gears g.-

Upon two bracket arms 7L and d', that are respectively mounted upon a transverse frame member carried by the frame members 14" and on the forward gear casing d, a vertical driving shaft 2() is journaled,'as shown in Figs. 1 and 7, a bevel gear e that is secured on the lower end of said shaft meshing with the bevel gear. e'.

On the upper end of the driving shaft 20, a bevel gear It is secured, thatV meshes with a bevel gear h2 carried by the driven shaft g2, thus establishing a. geared connection between the piston rod c and the lifting screw shafts 19.

A propellerwheel 21, having a plurality of radial blades thereon, of sufficient area to adapt said propeller for effective service in the propulsion of the air ship, is mounted upon one end of a horizontal 'sha-ft e', that is rotatably supported on the re r portion of the main frame. A tumbling shaft c" is connected at the forward end thereofwith the rear end of the piston rod c, by a universal coupling 2; and by means of a similar coupling 3, said shaft is coupled with the forward end of the horizontal shaft z'.

It will be noted that the geared connection between the forward end of the piston rod c and the connection of the tumbling shaft z", at its ends with the rear end of the piston rod and shaft z', transmits rotary motion from the motor to the lifting screws 19, 19a, and the propeller screw 21. It will also be seen that the rotation of the propeller screw 21 in a proper direction will cause a progressive movement of the air ship while the lifting screws 19, 19a cause its elevation.

It is contemplated to provide means for changing the speed of rot-ation to be given to the shaft 2O and the shaft i', and as such change' gears which are `to be placed in the casings d, d, are inv common use, it is not considered necessary to illustrate the same in the drawings.l

In further consideration of the aeroplanes 17, it will be seen that these are each formed with a light but strong frame, oblong and nearly rectangular, having transverse braces disposed at intervals, their outer corners being rounded as shown in Fig. 2, and as before mentioned, each. frame for a respective aeroplane is hinged at proper points a on an adjacent longitudinal member 1Q" of the main frame. Preferably the aeroplane frames are rendered concave-convex transversely considered, their concave sides beingr lowermost, and said frames may be covered with any suitable fibrous fabric, or if preferred, thin sheets of aluminum may be substituted for cloth. The positions given to the aeroplanes 17 adapts them for contact with the lateral extensions 13a of the transverse frame members 13, and they are nor mally held thus disposed in nearly horizontal planes by means of contractile springs 17, which are attached by one end of each upon the frame members 13ct and at their upper ends are connected to the ends of wire ropes 17 b, that are extended up to and over pulleys 17, pendent from the lateral extensions of the horizontal mainframe members 14:". From the pulleys 1T". the iexible connections 17b trend downward and outward into engagement with loose pulleys 17d, and at their lower ends are secured upon the outer side edges of the aeroplanes 17, as represented in Fig. 6, this connection of' parts serving to dispose the wings or aeroplanes as shown in said view.

Near the front end of the main frame 12, a seat 12c is located for the accommodation of the operator who controls the Hight of the ship, and conveniently near to said seat a foot rest is afforded by the provision of a basket 12d or the like, which is pendent from members of the main frame. Upon a transverse bar l2e fixed on the runners 12, two arms 12g are pivoted at their lower ends,l and are so relatively positioned that the operator seated on the seat 12 may engage his feet with pedals 12h that are atl ached to the upper ends of said arms.

Adjacent to the arms 12g, loose pulleys L are supported on bracket frames that pro'- ject from the main frame, these loose pulleys affording support for two flexible connections 12 that at one end of each are attached upon a respective arm 1Q and thence trend rearwardly in engagement with other loose pulleys lo', their rear ends being attached to thc under sides of respective aeroplanes 17, as is best shown in Fig. 6.

It will be apparent, that by an engagement of his feet with the pedals 12, `an operator while occupying the seat '12 may depress either or both aero )lanes 17 more or less as occasion may require, this depression being indicated by dotted lines for one aeroplane at the left in Fig. G.

As shown in Figs. 1, 2 and 8, 'a plurality of ground wheels 12m are rotatably supported on the main frame l2, and normally project a short' distance below the runners 12a, said wheelsV affording means for the convenient transporting of the entire apparatus on the ground as may be desired. rlhey also vcushion the impact of the ship when it is lowered and prevent objectionable shock when theapparatus is seated on the earth. v

The bottom, lsides and top of the main frame are covered with strong fibrous fabric 22, that is supported upon' light strong ribs 23, the latter being bent into arched form, as is indicated in Fig. 6, and preferably the cover 22 is extended in its upper portion at each end so as to overhang the lower portion, thus providing a hood at each end of the cover, this construction appearing in Fig. 1.

A novel detail for the control of the improved air ship consists of a steering device that embodies the following details: From the main frame l2, a horizontal supplementary frame extends rearward, consisting of two frame bars 23 that are secured on the longitudinal main frame members 12b, these frame bars being preferably curved outward near their rear ends that are spaced apart by a flat transverse frame bar 23a. The frame bars 23 are reinforced by a transverse brace 23C, that is attached theretol at its ends a suitable distance from the transverse frame bar 23a, as is shown in Fig. 2. Upon the transverse frame bar 23a, a gimbal ring is mounted consisting of an arched top portion 24, having parallel depending Aside members 241L formed thereon, whichfare integrally connected at their lower ends by a flat transverse bar 24h, that is centrally pivoted upon the transverse frame bar 23a, as indicated at m in Figs. 2, 3 and 4.

From the ridge beam 16, a brace bar lais' downwardly and rearwardly extended, said brace being lapped upon and pivoted to the arched portion 24 of the gimbal ring at its center, as shown at m in Figs. 3 and 4.

The body of the rudder consists of a proper number of hoops n, formed of suit able ri id material, said hoo s being shaped similar y to the formof tlie gimbal ring hereinbefore described, but of considerably smaller diameter, and upon the hoops is stretched suitable fabric n. Asishown'in Figs. l and 3, the ends of the rudder are sloped from the to downwardly and toward the center thereo thus providing a hood- .like overhang at each end of the rudder,

similar to the cover for the main frame of the machine, this provision in both cases being designed to lessen frictional resistance when the craft is being elevated. Centrally and vertically in the rudder body, a rock shaft n2 is loosely secured by an engagement of the'ends thereof within sockets n3 that are` oppositely affixed in a hoop n that is located at or near the longitudinal center of the rudder.

In the gimbal ring members 24a, the ends of a cross bar 24e are affixed at points equally distant from the top of the arched member 24 and the flat transverse lower member 241, thus disposing said cross bar parallel with a member 24b and at the vertical center of the gimbal ring, as shown in Fig. 4.

A shaft 25 is secured by its rear end upon the yrock shaft 12.2 at the centerof the latter, and thence extends forwardly in theV body of the hollow rudder parallel with the upper and lower sides ofthe same. As shown in Fig. 3, the 4shaft 25 is reinforced by brace rods o, that are extended in the same vertical plane from the upper and lower ends of the rock shaft n2 into contact with npper and lower sides of the shaft 25, whereon said extended ends are secured. ln Fig. 4, truss rods 0 are shown, that are engaged at their ends on the end portions of the rock shaft n2 and spread apart at their centers of length by spacing blocks, said rods affording lateralsupport for the rockshaft.

lt will be seen in Figs. 3 and 4, that the shaft 25 is seated upon the cylindrical vcross bar 24C, which adapts the body of the hollow rudder to rock longitudinally upon the cross bar, and further, that the pivotal engagement of the gimbal ring with the frame cross bar 23a and brace bar 16?, together with the 95 pivotal supports for the vertical rock shaft n2, permit the rudder body to receive vertical and lateral rocking movement by similar movements respectively of the shaft 25 and the gimbal ring. member 24.

From the outer ends of the transverse frame bar 14", at the rear end of the main frame, uy wires or rods p are rearwardly extended and are secured to the bracebar i6 on opposite sides, near the `point o f its pivotal engagement with the gimbal ring mem ber 24, this connection of the guy wires serving to laterally support the rear end of the brace bar 16a.

The preferred means for control of the movements of the rudder from the front of themachine by a person occupying the seat 12C, embodies the following details: A shifting bar 26 is supported to receive longitudinal rocking movement by a series of spaced link plates 1', that are pivoted at their upper ends on the main frame member 12b, and upon said shifting bar at their lower ends, and, as shown, thel equal length of the link plates adapts them for supporting the shifting bar parallel with and a suitable distance below the frame member 12b. The forward end of the shifting bar 26 is pivoted upon the lower end of an upright lever 26a, that is pivoted on a suitable support, such as a sector g, on the main frame of the machine, the upper end thereof being located conveniently formanipulation by aperson seated on the seat 12. The rear end of the shiftf ing bar-2 6 extends a distance rearward of the propeller having the blades 21, and upon said rear end is pivoted 'the lower end of an langle lever member 27 said member being rockably supported on the transverse brace adapt it for proper reciprocal movement.

To facilitate the attachment of the cooler to the shifting bar, hose 18b extend from the motor 18 to ends of the cooler for a proper circulation of water. Jointed to the upright member 27^is a horizontal member 2T, which projects toward and has a loose engagement with the front end of the shaft 25', the preferred means for connecting said parts being clearly shown in Figs. 3 and It will be seen, that theV weight imposed on the shifting bar 26, causes it to assume a level position due to gravity and thus be adapted for enabling manual control of the rudder. T he forward end of the shaft 25 is slotted, thus affording two spaced limbs s thereon, which Ylatter are longitudinally and oppositely 'the slots in the limbs '8.

.slotted intermediate their ends as shown 1n Figs. 3 and 5. The horizontal member 27 of the angle lever is longitudinally perforated centrally from its end forwardly, and this perforation is threaded in its wall, wherein a coupling bolt 28 is screwed. The coupling bolt 28 is headed on one end and before its screwed insertion into the angle lever member 27a is loosely inserted through a perforated slide block 29, that loosely occupies the space between the limbs s. Two studs t, t, are screwed at their threaded ends into opposite threaded perforations in the slide bloclr29 after passing loosely through It will be seen that 'the described connection of parts affords a loose slidablecoupling between the member 27u of the angle lever and the end of the shaft 25, which will prevent binding at the joint, and adapt a rocking movement of the angle lever that may be effected by a reciprocation of the shifting bar 26, to correspondingly rock the body of the rudder from a horizontal position.

Inspection of Fig. 3 will show that a forward-slidable movement of the shifting bai" 26 will push the lever member 27":L rearward and rock the rearlend of the rudder upward,

and, obviously, a reversed longitudinal movement of the shifting bai', that will push it rearward, will pull the angle lever member 27a forward and depress the rear end of the rudder correspondingly.

To conveniently effect a lateral rocking movement of the' rudder toward either side of the craft, one means is illustrated, consisting of the details shown in Figs. 1, 2, 6

and 8. Directly forward of the seat 12C, a short upright shaft u is rotatably mounted -upon the main frame 12, said shaft having a hand wheel u secured on its upper end and upon the lower end a grooved pulley u2 is affixed. A thin wire rope 11,3 is wrapped one or more turns around the periphery of the groovcd pulley u2 near its center of length and' thence the twoV substantially equal portions or runs of the cable are eX- tended rearward and attached at their ends oppositely upon the lower portions of the limbs o r side members 21 of the gimbal ring, as shown in Figs. 2 and 11, said .runs being supported at intervals upon grooved pulleys o as shown in Fig. 2. Assuming that the operator occupies the seat 12C, it will be apparent that by turning the hand wheel u toward the right side of the main frame 12, the left hand run of the cable will be shortened, which will rock the ,rear end of the rudder leftward, and a reversed movement of the hand wheel or toward the left side of said frame, will turn the rear end of the rudder rightward, the degree of such turning movements being determined by the rotatable movement of the hand wheel. It will be seen that the vertical rocking adjustment of the rudder and its lateral adjustment which are under completecontrol by a person occupying the seat 12, enables a positive directive control of the air ship in any desired direction.

To further .explain the advantages derived from the novel construction of the dctails and their cooperative association, it will be noted that the controlled action of the lifting screws 19, 19", enables the operator to rise vertically without requiring an initial forward impetus to effect such a result. The lifting screws, by regulation of their speed, permits the operator to rise or descend at will, and thus avoid adverse currents of air, so that a maximum speed may be attained with the expenditure of minimum power. The cooperative action of the multi-bladed propeller wheel 2l with the lifting screws, enables progressive movement to be effected at a desired elevation; further, if the rotation of the propeller wheel is arrested and -the lifting screws driven at a speed that will merely counteract the force of gravity, the air ship may be maintained nearly stationary over a selected point. on the carths surface.

YIn ascending, the wing-like aeroplanes. 17 are dlowered by pressure on the pedals 12, thus-reducing the arca of exposed surface when the ship is ascending. After a desired height is attained, the aeroplanes- 17 may be permitted to assume horizontal positions, as shown by full lines in Fig. 6, and add to the lcvitation of the ship by gliding contact with the air. The acroplanes 17 also aid in turning short circles by the depression ot lIlO one while the other is left extended, thus simulating the soaring action of a large bird, and by their extension as wings, serve to balance the ship' when struck by lateral wind currents. l

As the propeller wheel may have its blades 2l of sufficient area to give proper progressive movement to the ship, the employment of a single wheel is of positive advantage, as being located at the transverse center of the main frame, -it willnot havean unbalancing effect if by accidentit becomes inoperative, as would be the case if two wheels were employed and arranged side by side and one became disabled. l

rlhe construction and combination of parts that have been described, embody an example of my invention in its primary form, wherein a single pair of lateral rockable wings or aeroplanes is disclosed. Itis to be understood, however, that in a further development of the invention, it is found advantageous to employ a second or third pair of wings or lateral, rockable planes, adapted for separate or simultaneous service in connection with other details of the invention, as will now be described. Referring to Figs. l, 9 and 10, that show the application of a second pair of adjustable planes, it will be seen -that the second pair of adjustable planes are preferably positioned in the space defined by two pairs of inclined framefmembers 15 that are located between the lifting screws 19, 19a. Parallel with the horizontal beams 14Il and at a suitable distance therefrom, four boxes 50 are secured upon the two pairs of inclined frame 'members 15, and in each pair of said boxes at a res ective side of the main frame a shaft is journaled at its ends, thus spacin said horizontal shafts 5l, 52, apart paralle with each other. i

` Un each .of two hubs that are mounted and secured upon the shaft 51 near each j ournal end thereof, a suitable number of radial arms 53 are mounted and project therefrom. An aeroplane 54, preferably constructed in the form of a light framfe, concavo-convex in cross section and covered with strong, light, fibrous fabric, is near its side edges secured upon the -outer ends of the radial arms 53, as shown at 55.

Oppositely from the concaVo-convex plane 54, arms are projected at preferably equaldistances apart,` said arms 57, of equal length at their ,outer ends, carrying a toothed sector 56, and between the arms 53 and 57,

.braces 59 are introduced,thus stiifening the structure.

@n the shaft 52, an equal number of radial arms 53a with; that of the arms 53, are secured -on hubs affixed at-.the ends of said shaft and at their outer ends are affixed upon an aeroplane 54, similar in every respect'to the plane 54' Uppositely from the arms 53, arms57a project radially, and on the aeroplanes and sectors, rigid and adapted to withstand strains imposed 'thereon in every direction, cross braces 59b between the pairs ofsectors aiding to e'ect this result.

Mounted upon two transverse frame members 14b,'between each pair of sectors 56, 56a, are two similarbracket frames 60, 61, having bearing boxes in which the journal ends of two similar parallel shafts 62, 63 are rotatably mounted. 'On each end of the shaft 62, a spur gear 464 is secured, that meshes with a similar gear 65 on a corresponding end of the shaft 63. The spur gears 64, 65,

respectively mesh with the toothed sectors 56a, 56, thus establishing geared connection between the two shafts 62, 63, and the sectors 56, 56a.

llt will be noted that if the shaft 62 and spur gear 64 thereon are turned in the direction of the curved arrow, shown thereat in Fig. 10, said gear will reversely turn the gear 65 and these gears will, through the rocking movement of the sectors 56, 56, lower the aeroplanes 54, 54 from a horizontal to parallel vertical planes.

As shown in Figs. 9 and 10, Hexible wire braces 55a, are extended from the outer side edges of the aeroplanes 54, 54a, downwardly and engage spring-rotated rollers or drums 55b that are positioned on the end portions 13a of the transverse frame members 13, these braces or guy wires having such a length that they become taut when the aeroplanes 54, 54al are together rocked upwardly into a substantially horizontal plane and are arrested from further upward movement by said guy wires. The drums 55b wrap up the guy wires when t-he aeroplanes are lowered7 and thus prevent slackness and entanglelnent with other parts.

It is of advantage to control the adjustment of the upper aeroplanes 54, 54a, from the seat occupied by the one who-controls the other operative details of the flying ship. To this end, a shaft 66 is rotatably supported on the main frame, and carries at its rear end a spur gear 67 which 1s meshed with the spur gear '64. rlhe shaft 66 extends forward, receiving support at its forward end from a bracket arm 68 mountedv on the main frame, and on said end a bevel gear 69 is secured, that meshes with a similar gear 70 that is aiiixed upon the upper end of a vertically and rotatably supported shaft 71. A bracket arm 72, erected on the main frame of the machine, loosely supports the lower -portion of the vertical shaft 71, and on the which has meshed engagement with a similar bevel pinion 75 that is vattached upon one end of a short shaft that is journaled on the bracket arm 72 and at its opposite end is provided with a crank handle 76.

'It will be seen in Fig. l that the crank handle 76, is so relatively disposed that a person seated at 12, will be enabled to manipulate said crank handle and control the aeroplanes 54;, 54a, so as to rock them either for their elevation into a horizontal position, or lower them so that they are vertically disposed, as is shown for the plane 54 by dotted lines in Fig. 10.

It will be evident that the provision of the supplementary pair of aeroplanes which have been described, will afford additional area for the soaring movement of the flying machine, and that said planes when extended, steady the apparatus and counteract any tendency of the lifting screws to give gyratory movement to the airship.

To safely descend after the ship has attained a. desired height, the motor 18 is reduced in speed of rotation of the piston rod o, so that the spiral radial blades 19a do not have force enough to overcome the gravity of the ship and its load, which will permit a slow downward movement thereof. The propeller wheel by an impact of its blades 21 on the air, will give a slow forward movement to the craft, so that when the wheels 12m that are mounted on the runners 12l impinge upon the ground, they will cushion the impact, and upon ystopping the motor the ship will become stationary and maintain an upright position. Y

In further consideration of the operative mechanism for the lifting screws 19,19, the change gears that are located in the gear casings al, may be Amanually cont-rolled by slide rods d2, that are respectively coupled l with the gear train in each casing and extend forwardly,having their extended ends loosely connected with the upright levers da, that are pivoted on the sectors d4, that are supported vertically on the main frame 12 adjacent to the seat 12C, for convenient manipulation by an occupant of said seat. lt is not desired to limit the number of pairs of aeroplanes to two pairs, as it is feasible to employ more if desired.

Immaterial changes in the construction of the minor details may be employed within the scope of my invention, and l claim all such modified construction and arrangement of the parts as may be embraced by the claims.

llaving thus described my invention, I claim as new and desire to secure by Letters Patent:

1. ln an airship, a rectangular main frame aiid a protecting structure within said rame, embodying a series of arched eeaeaa ribs, and a pliable cover on said ribs, the cover projecting its arched upper portion at each end thereof, forming overhanging hoods.

2. In an air ship, a main frame, a rearward extension on said main frame, a rndder comprising a skeleton frame arched in its upper portion, parallel on the sides and flat on the bottom, said skeleton frame having a thin, pliable covering, means for suport-ing the skeleton frame so that it may be rocked longitudinally and laterally, means for effecting the longitudinal rocking movement thereof, comprising a shifting bar rockably hung on' the main frame and loosely connected at its rear end with an angle lever adapted to rock the skeleton frame, the forward end being pivoted upon a lever adapted for rocking adjustment, and means for laterally rocking the rudder, coniprising two flexible connections extended from. opposite sides of the rudder forwardly and adapted for independent reciprocal l movement.

3. In an airship, a supporting frame, a pairlof planes arranged on the frame, and normally in the same horizontal plane, a shaft below each plane, arms extending from each shaft and to which the adjacent plane is secured, each of said shaftshaving a segment connected therewith, and a common gearing for both segments whereby to operate the same for the purpose set forth.

1. In an airship, a supporting frame, a pair of planes in connection with the frame, and normally in the same horizont-al plane, a shaft below each plane,v arms on the shaft to which the adjacent plane is connected and means for swinging the shafts in unison.

, 5.In an airship, a plurality of planes normally lying in the same horizontal plane,

and 'means for simultaneously Swinging said planes on an axis below an longitudinally thereof.

6. In an airship, a rudder comprising an arched plane whose concavity is downward, a vertical 'shaft at the vertical center of the plane on which the plane is journaled, a horizontal shaft at the horizontal' center of the plane on which the plane is journaled, and means for swinging said plane on either of said shafts.

7. In an airship, a rudder comprising an arched plane, a vertical shaft at the vertical center of the plane on which the rudder is mounted, and means for swinging said rudder onA said shaft.

8. In an airship, a pair of planes arranged alongside each other and normally in the same horizontal plane, means for swinging said planes in unison on an axis arranged below` and longitudinally of each of said planes, a pair of side planes below said first named planes, the inner edges of said planes being lunged to the air ship, and means for eeaeaa raising and lowering the outer edge of each of sai planes. Y

9. In an airship, a pair of planes normally lying in the same horizontal plane, means for swinging each of said planes on a longitudinal axis, a side plane below each of said first named planes whose inner edge is ixed, yielding means engaging the outer edge of each of said last named planes for normally retaining it in horizontal position, and Ireans for swinging said planes on the lixed e ge.

10. In an airship, a pair of planes normally lying in the same horizontal plane, means for swinging each of said planes on a longitudinal axis, a side plane 'below each of said first named planes whose inner edge is fixed and means :tor swinging said planes on the fixed edge. t

11.!In an airship, a pair of planes normally lying in the same horizontal plane, means for simultaneously swinging said planes, a side plane below each ot sa1d rst named planes and whose inner edge is fixed, and means engaging the outer edge for swinging the same.

l2. In an airship, side planes whose inner edge is xed, yielding means engaging the outer edge of each of the planes or nor-y `mally retaining said plane in horizontal position, and means for simultaneouslyv swinging both ,of said planes on the fixed edge.

13. In an airship, a main frame,` a protecting structure within said traine, said structure comprising a series of arched ribs and a cover on the ribs, the arch of the cover projecting at eaeh'end for the pur# pose set forth.

In testimony whereof I have signed my name to this speeieation in the presence of two subscribing witnesses.

i CLlFFORl) BRODERICK CRONAN.

y Witnesses:

JENNIE WHITNEY CRONAN, FRANK NATHA'NIEL MERRILL. 

